Latching mechanism for connecting a truck to a trailer platform



Aug; 9, 1966 w. o. THOMAS 3,265,403

LATCHING MECHANISM FOR CONNECTING A TRUCK TO TRAILER PLATFORM Original Filed Feb. 5, 1959 7 Sheets-Sheet l FIG! INVENTOR. WILLlAM O. THOMAS ATTORNEY 9, was w. o. THOMAS 3,265,403

LATCHING MECHANISM FOR CONNECTING A TRUCK TO A TRAILER PLATFORM Original Filed Feb. 5, 1959 7 Sheets-Sheet 2 FIG. 3

5 m v 1 157 T 80 7a "In" Ii 65 H INVENTOR: WILLIAM THOMAS ATTORNEY Aug. 9, N66

w. o. THQMAS LATCHING MECHANISM FOR CONNECTING A TRUCK TO A TRAILER PLATFORM 7 Sheets-Sheet :5

Original Filed Feb. 5, 1959 INVENTORf WILLIAM G. THOMAS ATTORNEY 1966 w. 0. THOMAS 3,265,403

LATCHING MECHANISM FOR CONNECTING A TRUCK TO TRAILER PLATFORM Original Filed Feb. 5 1959 v 7 Sheets-Sheet 4 INVENTOR: WILLIAM O. THOMAS ATTORNEY 16 w. o. THOMAS 1 3,265,403

LATCHING MECHANISM FOR CONNECTING A TRUCK To A TRAILER-PLATFORM Original Filed Feb. 5, 1959 vsh'eets-sheep 5 T 220 3 A 206v FIG. 33

ea 7o 72 o 0 y o "I, J

FIG. 16

0 INVENTOR:

41 WILLIAM 0. THOMAS 2 216 223 FIG. 15 7 621 2 x ATTORNEY ug. i6 w. o. THOMAS 3,265,403

LATCHING MECHANISM FOR CONNECTING A TRUCK TO A TRAILER PLATFORM Original Filed Feb. 3, 1959 7 Sheets-Sheet 6 242\A h I can: QM

250 FIG. 18

INVENTORI WILLIAM O. THQMAS ATTORNEY Aug. 9, 1966 w. o. THOMAS 3,265,403

LATCHING MECHANISM FOR CONNECTING A TRUCK TO A TRAILER PLATFORM Original Filed Feb. 3, 1959 '7 Sheets-Sheet 7 INVENTOR: WILLIAM o. THOMAS BY W ATTORNEY United States Patent 3,265,403 LATCHING MECHANISM FOR CONNECTING A TRUCK TO A TRAILER PLATFQRM Wiiiiam 0. Thomas, 3005 W. 66 Highway, Springfield, Mo.

Original application Feb. 3, 1959, Ser. No. 790,908, now Patent No. 3,078,090, dated Feb. 19, 1963. Divided and this application Jan. 3, 1963, Ser. No. 249,174

2 Claims. (Cl. 280-4311) This application is a division of my copending application, Serial No. 790,908, filed February 3, 1959, now Patent No. 3,078,090 for Amusement Ride.

This invention relates to an amusement ride, and more particularly concerns an amusement ride of the portable type which may be readily transported between show locations.

Conventional portable rides are usually constructed of small, lightweight and otherwise easily manageable pieces so as to permit one or two men to handle the set up and tear down operations. In rides of substantial size having capacities of over twenty-five persons, however, such assembly and disassembly time runs quite high, often taking thirty or more man-hours. As a result, conventional portable rides, which usually require but one or two men for operation, often need additional help for setting up and tearing down so as to meet circuit schedules. Even with such additional help, however, the time involved can be reduced only to a limited extent because the construction is usually such as to permit but a single step-by-step sequence, and inexperienced help is slow and unreliable.

One of the objects of this invention is to overcome these and many other problems known to the prior art by the provision of a new and improved amusement ride which minimizes the man-hour assembly and disassembly time by folding and unfolding the major units thereof rather than utilizing a piece-by-piece handling technique.

Another object of this invention is to provide a new and improved amusement ride in which the platform base thereof forms the trailer portion of a tractor-trailertruck assembly which i used to transport the ride between show locations.

Another object of this invention is to provide a new and improved amusement ride which is adapted to be folded up in such manner as to have a general dimensional outline no greater than that of a standard semitrailer.

Another object of this invention is to provide a new and improved amusement ride in which the tract-or that efiects locomotion of the ride between locations is utilized as the source of power for raising and lowering the platform so as to assist in assembling and dissembling the ride.

Yet another object of this invention is to provide in an amusement ride a new and improved latching arrangement for securing a single-axle truck to a trailer platform.

It is also among the objects of this invention to provide a new and improved amusement ride which is simple yet safe in construction and operation and is well adapted to meet the demands of economic manufacture.

Other objects, features and advantages of my invention will become apparent from consideration of the following description taken in conjunction with the accompanying drawings, wherein like designators refer to the same or similar parts throughout and in which:

FIG. 1 is a perspective view showing the preferred form of amusement ride according to my invention set up on location and ready for operation.

FIG. 2 is a perspective view showing the amusement Patented August 9, 1966 ice ride of FIG. 1 but in folded configuration and supported, in accordance with my invention, at its rearward end by a single-axle truck and at its forward end by a tractor, whereby the ride is ready to be transported between locations.

FIG. 3 is a vertical cross sectional View, partly broken away, showing the center support arrangement.

FIG. 4 is an enlarged, cross sectional detail showing the main support bearing of FIG. 3 but taken at right angles thereto.

FIG. 5 is a horizontal cross sectional view taken along line 5-5 of FIG. 3.

FIG. 6 is a horizontal cross sectional view taken along line 6-6 of FIG. 3.

FIG. 7 is a side elevation, partly broken away, showing the engine drive assembly at the base of the center post.

FIG. 8 is a plan view of the apparatus in FIG. 7, but in addition, showing the securing arrangement for the base sweeps.

FIG. 9 is a detail side elevation, partly broken away, showing the drive sheave, gas feed and brake mechanism of the engine drive assembly.

FIG. 10 is an enlarged fragmentary perspective view showing the control arrangement for the gas feed and brake mechanisms.

FIG. 11 is a detail elevation, partly broken away, showing the car sweep friction coupling at the outer end of a base sweep for driving a car sweep assembly.

FIG. 12 is a detail perspective view of a car sweep assembly showing the vertically positionable sweep arms locked in the operational position.-

FIG. 13 is a perspective view similar to FIG. 12 but with the vertically positionable car sweep arms being raised into transporting position.

FIG. 14 is a detail elevation, partly broken away, showing the upper locking assembly with the vertically positionable car sweep arms locked in position to be transported.

FIG. 15 is an enlarged detail of the inner end of one of the vertically positionable car sweep arms, showing the wedge locking arrangement.

FIG. 16 is a detail top plan view, partly broken away, showing how the overhead sweeps may be folded to permit transportation of the ride.

FIG. 17 is a perspective view of a car sweep arm with a passenger car attached thereto.

FIG. 18 is a horizontal cross section of the car shown in FIG. 17.

FIG. 19 is a detail perspective view showing how a car sweep arm is attached to one of the main frame member of a passenger car.

FIG. 20 is a bottom plan view of the inner radial end of a car sweep arm.

FIG. 21 is a side elevation, partly broken away, showing the truck with its latching and hoisting mechanism for raising and lowering the ride platform from and to the ground.

FIG. 22 is a perspective view of the rearward end of the ride platform showing the transverse support pins for securement to the truck latching mechanisms.

FIG. 23 is a horizontal section of one of the forward truck latching mechanisms.

FIG. 24 is a detail perspective of one of the rear truck latching mechanisms.

FIG. 25 is an enlarged end elevation of the keeper of FIG. 23, partly broken away, showing the arrangement for securing the keeper in open position.

FIG. 26 is a transverse section of the forward end of the ride platform showing the base extension and operators control station thereon.

Referring now more particularly to FIGS. 1 and 2 of the drawings, that form of the invention herein presented by way of example general-1y includes a center post having three equally-spaced overhead sweeps 2'6, 27 and 28 and companion base sweeps 30, 3 1 and 32, respectively, therebelow. Each overhead sweep is in the form of a cantilever truss framework extending radially from the upper end of pole 25 in a generally "horizontal plane. Rotatably supported from the free end of overhead sweep 27 is a pole 34 that extends downwardly to the base sweep 31, the latter being secured at the lower end of center pole 25. Supported radially from pole 3-4 is a car sweep assembly 3-5 including four equally spaced passenger cars, with pairs of opposite cars, such as cars 36 and 37 or 3 8 and 39, being joined together for balance. A drive mechanism, to be hereinafter described, couples power by way of sweep 31 from engine drive assembly adjacent center post 25 through a friction coupling 40 at the outer end of base sweep 31 to the lower end of pole 34.

This arrangement is such that upon rotation of over- .head sweep 27 and its companion base sweep 3 1 with center post 25, and further rotation of pole 34, a planetary motion is imparted to car sweep assembly 35, with the result that each of the cars thereof defines a hypercycloidal path about the center pole 25. In like manner, rotatably secured between the outer ends of overhead sweep 26 and its companion base sweep 30 is a pole 41 for supporting a second car sweep assembly 42; and supported between overhead sweep 28 and its companion base sweep 32 is a pole 43 for supporting a third car sweep assembly 44, with the driving arrangement through the base sweeps 30 and 32 being similar to that through base sweep 3-1 so as to impart a similar planetary motion to the car sweep assemblies 4 2 and 44.

Center post 25 is supported from a generally horizontal platform 45 that forms the main body member of a trailer assembly. The forward end of the trailer platform is formed with an offset portion 46 on which is pivoted at 47 a base 48 supporting an operators seat 49. As shown most clearly in FIG. 2, the forward end of trailer platform 45 is adapted to be coupled to a tractor 50, and the rearward end of platform 45 is adapted to selectively receive a single-axle truck 51 having wheels 52. Conventional tractor-trailer coupling 53 is provided on the underside of oflfset portion-46 and at the rear of a tractor to permit the selective engagement of platform 45 and tractor 50, with the manner of lowering and raising to and from the tractor 50 and truck 51 to be hereinafter described in detail.

In preparing the ride for transportation, the car sweep assemblies are first folded so that the sweep arms of each are vertically coplanar This is generally accomplished by lifting one pair of cars in each sweep assembly upwardly and rotating it 90 about its supporting pole. For example, cars 36 and 37 in car sweep assembly 44 may be slid upwardly on pole 43 and rotated into alignment with cars 38 and 39 therebelow, as will be hereinafter described in more detail. Two of the overhead sweeps, such as sweeps 27 and 28, along with their companion base sweeps are next partially detached from center post 25 and swung forwardly to be in an adjacent parallel position with overhead sweep 26 and its companion base sweep. Platform 45 is then raised by winch 55, as will hereinafter be seen, and secured between truck 51 and tractor 50 so as to assume the reduced configuration of FIG. 2, thereby permitting the ride to be transported as readily as a conventional tractor-trailer.

Center support arrangement standard 62, and an inner race 67 on which is welded the annular top plate 68. Supported from top plate 68 by bolts 69 is a large centrally-apertured triangular plate 70 to the apexes of which the upper pair of chords 72 of each overhead sweep are adapted to be detachably secured, as by bolts or pins 71, seen in FIG. 16, the arrangement being such that adjacent chords of adjacent sweeps are adapted to be secured to the same apex by the outwardly angled cars 73. The outer sleeve 60 of center post 25 is welded to the underside of triangular plate 70, extending downwardly therefrom for termination just short of the standard base plates 63. Welded to sleeve 60 below the plate 70 is a second plate 74 of triangular out-line, being suitably apertured at the apexes so as to releasably secure the lower pair of chords of the truss framework of each overhead sweep by bolts or pins, in a manner similar to securement of the upper chords. Between the upper and lower triangular plates 70 and 74, respectively, are welded bracing rods 76, and for further support the struts 77 extend between the lower side of plate 74 to the sleeve 60.

Standard 62 has an annular brass bushing 78 supported on the upper edges of base plates 63, extending upwardly therefrom so as to provide a bearing surface between standard 62 and rotatable sleeve 60. concentrically welded to the lower end of center post sleeve 60 is an annular table 80 which supports the engine drive assembly as will hereinafter be seen. Table 80 is further supported from sleeve 60 by the stub channel beams 81, 82 and 83 which are each welded to the sleeve 60 and topside of table 80. Ring gear 85 is supported on the platform 45 just clear of annular table 80, being bolted to the annular rim 86 which is welded to the floor plates 87 that are secured to the Lbeam framework 65 of platform 45.

Control linkage is provided between stationary platform 45 and rotatable table 80 so as to permit brake and gas control of the engine drive assembly which is mounted on table 80 for rotation therewith. For this purpose, a control lever 88 adjacent the operators seat actuates a remote master cylinder 89 which operates the slave cylinder 90 by way of hydraulic line 81, as shown most clearly in FIG. 26. 'Slave cylinder 90 is mounted under floor plates 87 to the platform framework 65, having piston rod 92 attached to one end of crank arm 93 which is pivotally supported at 94 on one of the standard base plates 63. The other end of crank arm 93 passes through a slot 95 in the side wall of tubular standard 62 for securement centrally therein to the rod 96 which passes coaxially upwardly through the entire length of tubular standard 62, extending through central apertures in bearing 61 and 'top plate 6 8 to one side of radial rocker arm 97 in a ball swivel assembly 98.

Rod 96 is provided at its upper end with a ball-like termination which is secured in the bearing socket 100 at the innermost radial end of rocker arm 97, the latter being centrally supported by a pivot mount on top plate 68. The outer end of rocker arm 97 has a bearing socket 102 that secures the ball-like upper termination of depending rod /103 which passes downwardly through apertures 105 in top plate 68 and triangular plates 70 and 74 on the outside of center post sleeve 60. It can be seen, then, that the arrangementis such as to permit a linear coupling of movement of the operators hand lever 88 through the rotary connection of swivel assembly 98 so as to provide for gas and brake control to the engine which rotates along with the overhead and base sweeps, as well as the outer sleeve 60 of center post 23, as will hereinafter be seen.

Welded to table 80 are three equally spaced brackets 106, 107 and 108, with adjacent brackets being adapted to each secure one of the base sweeps. The inwardly radial ends of side frame members 1 10 and 111 of the truss framework of each base sweep is formed with an eye so as to provide for coupling by a pin in its respective bracket. This arrangement is such that upon folding of the ride, brackets 106 and 107 are fixed pivotal points for the sweeps 31 and 32, with bracket 108 being provided with a releasable pin 116 which permits base sweeps 31 and 312 to be folded against sweep in a manner similar to folding of their companion overhead sweeps 26 and 28, respectively.

Engine drive assembly Considering the engine drive assembly as shown in detail in FIGS. 6, 7 and 8, conventional gasoline engine 120 is supported from table for rotation therewith by rear mount 121 and channel member 81. Engine couples rotary power by way of drive shaft sheave 126 through belt 127 to the conventional fluid coupling unit I128, the latter having a peripheral sheave 160 receiving belt 127 and a brake band assembly 131 thereon for limiting the rotary motion coupled through the fluid unit from engine 120. Fluid coupling unit 128 is supported from table 80 by the upstanding support member 132, having bearings 133 therein for rotatably supporting the center shaft 134 of the fluid coupling unit. Rotary power is taken from fluid coupling unit 128 by link chain 138 which effects rotation of sprocket 140 of right angle drive 141 that is mounted under engine 120 on table 80 by brackets 142. Right angle drive 1411 effects rotation of the bevel pinion 145 which meshes with platform mounted ring gear 85 to cause the entire engine drive assembly, including engine 120, fluid coupling unit 128 and outer sleeve 60 of center post 25 to rotate about the inner stationary standard 62.

Secured to the outer side of bevel pinion 145 by universal coupling 146 is the car sweep drive rod 147 being channeled through the truss framework of base sweep 30 so as to transmit rotary power to car sweep 42 by way of a friction coupling at the base thereof, as will hereinafter be seen. Rotation of car sweeps 35 and 44 is effected by drive rods 150 and 151, respectively, which are identically supported and driven for this purpose. For example, bevel pinion 152 is caused to mesh with ring 85 by having an inwardly disposed radial support rod 154 that is rotatably mounted on table 80 by pillow blocks 155. As shown most clearly in FIG. 3, bevel pinion 152 is releasably secured to car sweep drive rod 150 by having keyed thereto a sliding hex head 156, positioned by anchor screw 157, to be received in the enlarged hex mouth of bevel pinion 152.

From this arrangement it can be seen that the entire engine drive assembly, including engine 120, fluid coupling unit 128, and right angle drive 141 rotates along with the table 80, outer sleeve 60 and the overhead and base sweeps, while effectively coupling rotary power to each of the car sweeps 35, 42 and 4-4 so that each car travels a helicoidal path about center post 25.

FIGS. 9 and 10 illustrate the gas and brake control arrangement for the engine drive assembly. For this purpose, upright support is mounted on table 80 and generally includes a horizontal flange 161 at the upper end thereof which extends between the upper and lower free ends 162 and 163, respectively, of brake band 131, that envelopes the brake drum 165 which is the output member of fl'uid coupling unit 128. Horizontal flange 161 has mounted thereon U-shaped bracket 166 between the arms of which a bell crank 167 is pivotally secured. Control rod 103 from swivel assembly 98 atop center post 25 terminates at its lower end by being pivotally connected to one end of bell crank '167, the other end of the bell crank being pivotally secured to a gas feed linkage 170. This arrangement is such that the fitting 1 71 is pivotally secured to the upper end of bell crank 167 and provided with an aperture through which the gas feed control rod 172 passes to be adjus-tably positioned therebeyond by nut 174. Spring is guided on rod 172 for compression between tfitting 171 and annular shoulder 176, so that pivoting of bell crank 167 in one direction causes gas feed rod 172 to follow therewith, but pivoting in the other direction compresses spring 175 and effect no movement of gas feed linkage rod 172. During this lost motion compression of spring 175, actuation of the brake linkage takes place, as will now be seen.

Brake band 131 is supported at one end from table 80 by way of support 177 and cross arm 178 that is received within the U-shaped projection 180 halfway along the periphery of brake band 131, as shown most clearly in FIG. 7. Adjustment of the band with respect to the brake drum to compensate for wear is provided in conventional manner by the screw 181. Spaced braking cams 182 effect closure of the brake band 131 about brake drum 165. For this purpose, bolt 183 extends uplwardly through the lower brake band ear 163, main support flange 161 and upper brake band ear 162, for securement thereabove in the collar 185 that is rotatably supported on cross pintle 186 between cams 182. Spring 187 is provided between the lower brake band ear 163 and flange 161, and a spring 188 is provided between the flange 1 6 1 and the upper brake ear 162, with bolt 183 passing through both springs so as to normally maintain the brake band in spread disposition. Braking cam 182 are retained in position by a pair of stabilizer arms, as at 190, extending from the cross pintle 186 to the sides of the U-bracket 166. Pivoting of the L-shaped cams 182 about pintle 186 is effected by the actuating arm 1% having one end pivotally secured, as at 192, to the upper end of braking cams 182. The other end of actuating arm 191 is pivotally secured, as at 194, to an intermediate point on the upright arm of the bell crank 167, so that downward movement of the control rod 103 causes the braking cams 182 to cooperate with bolt #183 to force the brake band ears 163 and 162 together so as to close the band 131 upon the brake drum 165.

From the foregoing construction it can be seen that actuation of the operators control lever 88 effects a like, but vertical movement of the rod 103, with the result that continued movement of rod 103 effects release of the brake at a predetermined point and then begins to feed gas to the engine to speed up rotation thereof. Return of operators lever 88 and thus rod 103 to normal position decreases the gas feed to idle and thereafter increases the braking action of band 131 until no rotation from engine 120 is permitted to pass through fluid coupling unit 128.

Car sweep assemblies Referring now more particularly to car sweep assembly 35 as depicted in FIGS. 11 to 15, it being understood that sweep assemblies 42 and 44 are identical, it will be seen that the entire assembly is rotatably supported between the outer ends of overhead sweep 27 and base sweep 31 on a rotatable pole 34. Pole 34 depends from overhead sweep 27 by hearing 198, being driven at its lower end by the friction coupling 40. This arrangement is such that rotation of drive rod 150 from ring gear 85 is coupled through right angle drive 200 to annular pressure plate 201. Resting on pressure plate 201 is the friction base 202 of the pole sleeve 204, the latter supporting the radial sweep arms 205, 206, 207 and 208 that have the cars 36, 37, 38 and 39 thereon, respectively, the friction coupling arrangement being such as to provide a slippage proportional to both acceleration and de-accetleration of the planetary motion transmitted to the cars, so as to reduce shock to the car sweeps and riders during starting and stopping of the ride.

Friction base 202 is of square outline being formed by channels having welded to the underside thereof the square base plate 210 under which the friction facing material 211 is rivited. Fillet plates, as at 212, are welded between the corner of the base to the pole sleeve 204, so that rotation of pressure plate 201 effects rotation of base 202 and sleeve 204. Secured to one set of opposing parallel sides of base 202 are the truss framework sweep arms 205 and 207, with guys, as at 214 and 215, extending from the upper end of sleeve 204 to the outer end of each sweep arm adjacent its passenger car, hereinafter to be described in more detail with respect to FIG. 17. The other set of opposing sides of base 202 has spaced side plates 216 and 217 closing the outwardly opening locking channels 218 of the base, the arrangement being such as to form a pair of upwardly tapering wedges, as shown in FIG. 15, for locking thereon of the vertically positionable car sweep arms 206 and 208, as will hereinafter be seen.

The upper end of sleeve 204 has secured thereto the spider 220 including four equally spaced triangular plates 221, having outwardly opening locking channels 222 and 223 secured across the upper ends of adjacent plates above sweep arms 205 and 207, respectively. This arrangement is such that the channels 222 and 223 close one set of oposing sides of the spider while the other set of opposing sides is open to permit passage therethrough of the vertically positionable sweep arms 206 and 208, as will hereinafter be seen. Closing each of the outwardly opening channels 222 and 223 are a pair of spaced side plates 225 and 226, similar to side plates 216 and 217 on the base 202, so as to form a pair of upwardly tapering wedges for locking of the vertically positionable car sweep arms 206 and 208 thereon after being lifted above spider 220 and swung 90, as will now be seen.

Referring now particularly to vertically positionable sweep arm 208, it being understood that sweep arm 206 is of symmetrically balanced configuration, it can be seen that the innermost portion thereof is provided with a roller 228 of hyperboloidal configuration so as to permit vertical rolling registration with sleeve 204. Slidably positioned on pole 34 above sleeve 204 is the collar 230 having a pair of depending, oppositely directed ears, as at 231. Secured to one of the ears 231 are two sets of guys with guys 232 and 233 being secured to the inner end of the sweep arm 208, and guys 234 and 235 being secured to the outer end thereof just inside passenger car 37. To raise sweep arm 208 from locking engagement with base 202, a line 236 is secured to hook 237 on collar 230 from a suitable hand winch (not shown). Sliding of collar upwardly along the pole 34 causes guys 232, 233, 234 and 235 to pull sweep arm 208 upwardly, with roller 228 riding on sleeve 204. As sweep arm 208 reaches the upper end of sleeve 204, roller 228 moves onto the bushing 238, whereupon further upward movement causes the bushing to move upwardly because of the engagement of the top side of sweep arm 208 with the shoulder 239 on the upper end of bushing 238. Upon clearing the upper end of spider 220, sweep arm 208 may be rotated or swung 90, with bushing 238 rotating therewith, and then lowered into locking engagement with spider 220.

These locking artnangements can be understood more readily by reference to FIG. where it can be seen that a support plate 240 is welded to the upper side of the inner end of the truss framework of sweep arm 208. The innermost end of the plate 240 is formed with inwardly tapering sides so as to be freely receivable between adjacent fillet plates 221 and through one of the open sides of spider 220. Welded to the underside of plate 240 is the depending bracing rim 241 of generally triangular outline. The innermost apex of bracing rim 241 is opened so as to rotatably support the roller 228.

The side frame members 242 and 243 of sweep arm 208 have transversely welded to the innermost ends thereof the face plates 244 and 245, respectively, each tapering inwardly and upwardly. The base portion 246 of triangular bracing rim 241 is generally upright and spaced inwardly parallel from face plates 244 and 245 so as to form an elongate slot for selectively receiving between the base and the side plates either the locking channels 218 of base 202, or the locking channels 222, 223 of spider 220, the arrangement being such that face plates 244 and 245 of sweep arm 208 wedge into locking registration with the side plates 216 and 217, respectively, when sweep arm 208 is in lower position, and with side plate 225 and 226 of spider 220 when sweep arm 208 is in its raised position. It will be recognized that this arrangement has considerable utility, providing not only for maximum strength and safety when in operation, but also permitting a highly stable folded position to minimize vibration of the sweep arms during transpontation.

Passenger car construction Referring now more particularly to passenger car 37, it being understood that the other passenger cars are identical, it can be seen from FIGS. 17-19 that the side frame members 242 and 243 of sweep arm 208 are the main supporting members for the car 37. The basic framework pieces of car 37 are front and rear U-shaped frames 250 and 251, being supported by side frame members 242 and 243, respectively. For this purpose, the cross arms 252 and 253 extend between the U-shaped frames at each side of the car. Considering arm 253, it being understood that arm 253 is similar, it can be seen that arm 252 terminates in flange 255 which is bolted to rear U-frame 250. Flange 255 has welded thereto a base flange 256 which is bolted to the top of side frame member 243 of sweep arm 208, the arrangement being such that flanges 255 and 256 form a bracket for securing rear car frame 250 to the side frame member 243 of the sweep arm. The front and rear U-frames are held upright by suitable cross arms, similar to cross arm 252, and are suitably provided with inner and outer sheet metal panels, as at 258, to complete the three sided seat-like configuration. A narrow safety door 260 is provided across the open side of the car, being hinged to one side, as at 261, and provided with a handle securing arrangement on the other side, as at 262.

Pivoted, as by the side hinges 264 and 265, to the open side of the car is the foot guard 266 which is such configuration as to be receivable into the interior of the car for securement therein by safety door 260 during transportation of the ride. Foot guard 266 is provided with a step 267 on the outer side thereof, as shown in FIG. 1, to facilitate entry and exit by passengers. It will be seen that the provision of such foldable cars minimizes the spacing required between the sweep assemblies in their vertical coplanar configuration, when the overhead and base sweeps are swung to folded position over the platform.

Tractor and truck arrangement Considering now the arrangement for lowering and raising platform to and from the ground, as noted with respect from FIGS. 1 and 2 truck 51 is adapted to support the rearward end of the platform, and tractor is adapted to support the forward end. Truck 51 has a conventional wheel and axle assembly, generally indicated at 270, supporting a floor 271, the forward end of which is adapted to be secured to the reduced rearward end of platform 45 by a plurality of spaced latching mechanisms. For this purpose, Welded to side frame members at the forward end of floor 271 are a first pair of depending keepers, as at 272, and spaced rearwardly therefrom but similarly secured are a second pair of depending keepers, as at 274, the arrangement being suck that each keeper is adapted for selective engagement witl a transverse support pin on the rearward end of the plat form. As shown most clearly in FIGS. 21 and 22, eacl end of the rear cross beam 275 of the platform has weld ed thereto an extension bracket, as at 276, each havin, spaced members 277 and 278 with the transverse sup port pin 280 therebetween. Spaced inwardly from th rear of the platform are a pair of outwardly extendin support pins, as at 281, each being welded to one of th platform side frame members.

These latching mechanisms may be more readil understood by reference to FIGS. 23 and 24. FIG. 2 which is in horizontal section, shows the forward keep 272 as being formed from two spaced keeper plates 25 and 283 each having a downwardly opening mouth po tion. Slidable between keeper plates 282 and 283 is a hook plate 285 supported on pivot pin 286, the arrangement being such that said hook plate is adapted to selectively close said mouth. Pivotal movement of the hook plate 285 is permitted by outward movement of the hand release lever 287 that pulls locking pin 288 against spring 290 is retained in housing 291 by the apertured nut 292. Cover 293 on keeper plate 282 limits the spring-urged movement of locking pin 288. Release lever 287 has welded therealong a key 294, which permits the locking lever to be retained in its removed position by rotation of the lever handle 295 after it has been pulled sufliciently far through the keyway 296 so that key 294 clears the top of the retaining nut 292. Thereupon, release of lever 287 causes key 294 thereof to abut the outside of retain ing nut 292, thereby preventing compressed spring 290 from pushing locking pin 288 into position across the keeper plates. This permits hook plate 285 to pivot freely between keeper plates so that mounting pin 281 may force or cam the hook plate out of locking position. It is to be noted, however, that return of locking pin across the keeper plates with the hook plate out of locking position will lock the keeper in open position, as is the mode of operating the rearward keepers 274 shown in FIG. 24. In this arrangement it can be seen that locking pin control arm 298 has a return-bent portion 299 that is retained in an elongated slot 300 in the lower end of lever 301 has a return-bent portion which is pivoted to a side frame member of the truck floor, as at 302, and extends freely therethrough for actuation thereabove by the operator. With the floor 271 of the truck tilted forwardly, the hook plate 303 of keeper 274 pivots by gravity to an open position when the locking pin removed from across the keeper plates 304 as by actuation of lever 301. Return of the locking pin across keeper plates 304 thereafter locks hook plate 303 in open posi tion.

Cooperating with truck 51 for raising and lowering the rear end of the platform is a block and tackle, shown most clearly in FIGS. 21 and 22. Tackle or tackle line 305 which has one end of tackle secured to pulley block 306 at the underside of truck floor 271, and the other end 305 passing about pulley block 307 through a central aperture in the truck floor and over a roller 310 to a suitable winch, such as winch 55 on the rear frame of tractor 50. For releasably securing pulley block 307 to the platform there is centrally provided on rear crossbeam 275 a socket 311 which is formed generally of a rearwardly opening generally U-shaped base plate 312 having the arms thereof supported by the spaced triangular brace plates 313. The rearwardmost ends of the arms of the U-shaped base plate 312 are provided on the underside thereof with stoppers 315, the arrangement being such that the standards 316 of pulley block 307 are receivable between the arms of U-shaped base plate 312, while the pulley base 317 is retained against the underside of the socket base plate 312 by the stoppers 315 as long as tackle 305 exerts an upward force on pulley block 307.

The tractor utilized in the present invention is generally conventional but provided with a roller at the rearmost end thereof over which the cable from winch 55 rides as it raises or lowers the forward end of the platform, being secured to the eye on the front cross beam thereof.

Folding procedure Considering now the sequence of steps in folding the amusement ride of the present invention, it being understood that the unfolding or setting up operation would be substantially the same but in reverse order, the engine is operated until overhead sweep 26 is forwardly aligned with the platform. The passenger car sweep assemblies are then folded so that the sweep arms of each are vertically coplanar. For example, in car sweep assembly 35,

the vertically positionable sweep arms 206 and 208 are lifted upwardly out of locking engagement with base 202 by securing a lifting line 236 (see FIG. 13) to hook 237 on collar 230. With this action, roller 228 of sweep arm 208, along with a similar roller on sweep arm 206, rides upwardly on sleeve 204. As sweep arms 206 and 208 reach the upper end of sleeve 204, the rollers move onto bushing 238, whereupon, further movement causes abutment of the upper side of the innermost end of the sweep arms with the bushing shoulder 239 so as to urge the bushing upwardly.

Upon clearing the upper end of spider 220, the sweep arms 206 and 208 are rotated a quarter circle, with the rollers thereof resting on bushing 238 which rotates therewith. The sweep arms are then lowered into locking engagement with spider 220, the result being that the sweep arms 206 and 208 are now vertically coplanar with sweep arms 205 and 207. The sweep arms of car sweep assembly 35, which are now in single vertical plane, are rotated into alignment with base sweep 31. Sweep assemblies 42 and 44 are similarly folded and aligned with their base sweeps and 32, respectively. Each foot guard 266 is next swung into its respective car, being secured therein by the safety door 260, so as to reduce the overall space requirement of each car and permit the spacing between sweep assemblies to be minimized when in folded configuration.

Overhead sweeps 27 and 28, along with their com panion base sweeps 31 and 32, respectively, are next folded to lie adjacent and substantially parallel with the companion overhead and base sweeps 26 and 30, respectively, as understood most clearly from FIGS. 8 and 16. For this purpose, pins, as at 71, which are common to the upper and lower chords of overhead sweeps 27 and 28, are removed. In like manner, pin 116, common to the base sweeps 31 and 32 is removed. Drive shafts 150 and 151 in base sweeps 31 and 32, respectively, are then decoupled from their drive pinions, as at 152, thereby permitting overhead sweep 27, its companion base sweep 31, and its car sweep assembly 35 to be pivoted about post 25 to a position over platform adjacent the overhead and base sweeps 26 and 30, respectively. Similarly, overhead and base sweeps 28 and 32, along with the car sweep assembly 44 therebetween, are swung to a position over platform 45. The platform extension base 47 is then pivoted to a position adjacent the passenger cars.

The truck 51 is next rolled up to the rearof the platform 45. The floor 271 of truck 51 is tilted forwardly and the keepers 272 are latched on the platform support pins 281. Pulley block 307 is next secured in the platform socket 311 and tackle line 305 drawn tight as by winch on the rear of tractor 50. Platform 45 thereupon raises into alignment with truck floor 271, with the platform support pins 280 being received within the opened keepers 274. The levers 301 are next manipulated so as to permit the hook plates 303 to swing closed on the pin 280 in their respective keepers 274, and locked in closed position.

After raising and securing the rearward end of the platform to truck 51, the tractor may thereafter be driven around to the forward end of the platform. A line may then be secured from winch 55 an eye (not shown) on the front crossbeam of the platform, passing over roller 320 on the rear of the tractor. Upon operation of winch 55, the forward end of the platform is raised and drawn over the rear of the tractor, until the tractor trailer coupling 53 latches, thereby completing the raising operation. Upon hooking up suitable brake and light quick-disconnect lines, the unit is then prepared for transportation to the next location as readily as a conventional tractor-trailer.

In the practice of the invention it will be recognized that suitable tie-down lines would be desirable for the overhead and base sweeps when folded over the platform. In addition, for display purposes electric lines may be provided up through the center post to energize lights secured along the overhead sweeps, merely by the provision of slip rings on standard 62, as is well understood by those skilled in the art. Also, truck 51 may be provided with spaced support members, as at 320' and 321', to retain therebetween sections of fencing to be placed around the ride for safety purposes when in operation.

It can be seen that the foregoing construction greatly reduces the setting up and tearing down time as well as the number of men necessary for these operations. An embodiment of the present invention having a seating capacity of thirty-six adults or forty-eight children built according to the foregoing specification has been set up in 40 to 45 minutes by two men. It will be apparent, then, that I have provided a new and improved amusement ride which is well adapted to fulfill the afores-tated objects of the invention. Moreover, whereas the invention has been described with respect to a preferred embodiment thereof, it will be apparent to those skilled in the art to which the invention most nearly appertains that further embodiments and modifications thereof may be resorted to without departing from the spirit or scope of the invention as defined by the appended claims.

I claim:

1. In combination, a trailer platform, a single-axle truck having a tiltable floor, first and second sets of keepers secured to the underside of said floor in longitudinally spaced relation, first and second sets of support pins on the rearward end of said platform, said first set of keepers adapted for releasable securement with said first set of support pins, said second set of keepers adapted for releasable securement with said second set of support pins, a pulley block, a tackle connected to the truck floor for raising and lowering said pulley block with respect to the underside of the floor of said truck, a pulley block socket on the rear of said platform adapted to receive said pulley block, the arrangement being such that upon securement of said first set of truck keepers with said first set of platform support pins and engagement of said pulley block in said socket, subsequent raising of said pulley block with respect to said truck floor causes said truck floor to move into substantial alignment with said platform by pivoting about said first set of support pins and whereby said second set of pins engage and are secured in said. second set of keepers to maintain the floor in horizontal alignment with the platform.

2. In a latching mechanism for connecting a truck to a trailer platform including a truck having a floor key way therein, a keeper supported from the underside of said truck including a pair of spaced side plates each formed with a bifurcated lower end defining a mouth, a hook plate pivotally supported between said side plates so as to selectively close said mouth, said hook plate being so formed that in mouth closing position the registration of said hook plate with the bifurcated ends of said side plates defines a substantially circular aperture for the reception of a support pin, a locking pin supported by one of said side plates, said hookplate having aperture, a lever extending through said key way for actuating said locking pin, said locking pin adapted for selective insertion in said hook'plate aperture so as to lock the keeper in mouth closing position, the configuration of said hook plate being such that upon such pivotal movement thereof out of mouth closing position said locking pin may be reinserted so as to prevent said hook plate from returning to mouth closing position.

References Cited by the Examiner UNITED STATES PATENTS 2,350,841 6/1944 Troche et al 280-4311 X 2,591,916 4/1952 Caughrnan 28O504 2,592,879 4/ 1952 Eyerly 297-390 2,745,674 5/1956 Struble 28043.19 2,757,936 8/1956 McCavey et a1. 280-43.11 2,759,737 8/1956 Manning 280-43.11 2,816,597 12/1957 Lodvick et al 297390 2,858,950 11/1958 Martin 214-505 2,922,534 1/1960 Vodraska 280.43.17 3,133,521 5/1964 Cappel 280504 X FOREIGN PATENTS 866,175 2/ 1953 Germany. 620,378 3/ 1949 Great Britain.

BENJAMIN HERSH, Primary Examiner.

A. HARRY LEVY, Examiner.

- L. FRIAGLIA, R. M. WOHLFARTH, C. C. PARSONS,

Assistant Examiners. 

1. IN COMBINATION, A TRAILER PLATFORM, A SINGLE-AXLE TRUCK HAVING A TILTABLE FLOOR, FIRST AND SECOND SETS OF KEEPERS SECURED TO THE UNDERSIDE OF SAID FLOOR IN LONGTUDINALLY SPACED RELATION, FIRST AND SECOND SETS OF SUPPORT PINS ON THE REARWARD END OF SAID PLATFORM, SAID FIRST SET OF KEEPERS ADAPTED FOR RELEASABLE SECUREMENT WITH SAID FIRST SET OF SUPPORT PINS, SAID SECOND SET OF KEEPERS ADAPTED FOR RELEASABLE SECUREMENT WITH SAID SECOND SET OF SUPPORT PINS, A PULLEY BLOCK, A TACKLE CONNECTED TO THE TRUCK FLOOR FOR RAISING AND LOWERING SAID PULLEY BLOCK WITH RESPECT TO THE UNDERSIDE OF THE FLOOR OF SAID TRUCK, A PULLEY BLOCK SOCKET ON THE REAR OF SAID PLATFORM ADAPTED TO RECEIVE SAID PULLEY BLOCK, THE ARRANGEMENT BEING SUCH THAT UPON SECUREMENT OF SAID FIRST SET OF TRUCK KEEPERS WITH SAID FIRST SET OF PLATFORM SUPPORT PINS AND ENGAGEMENT OF SAID PULLEY BLOCK IN SAID SOCKET, SUBSEQUENT RAISING OF SAID PULLEY BLOCK WITH RESPECT TO SAID TRUCK FLOOR CAUSES SAID TRUCK FLOOR TO MOVE INTO SUBSTANTIAL ALIGNMENT WITH SAID PLATFORM BY PIVOTING ABOUT SAID FIRST SET OF SUPPORT PINS AND WHEREBY SAID SECOND SET OF PINS ENGAGE AND ARE SECURED IN SAID SECOND SET OF KEEPERS TO MAINTAIN THE FLOOR IN HORIZONTAL ALIGNMENT WITH THE PLATFORM. 